Draft and buffing gear



March 22, 1938. J. H. LINK DRAFT AND BIJFFING GEAR Filed April 2, 1934 2 Sheets-Sheet 1 7% AZ /h I/[FFPIIIIZ I, W l/Ill March 22, 1938. J. H. LINK DRAFT AND BUFFING GEAR Filed April 2, 1934 2 SheetsSheet 2 Patented Mar. 22, 1938 UNITED STATES DRAFT AND BUFFING GEAR John H. Link, Merion, Pa., assignor to W. H. Miner, Inc., Chicago, Ill., a corporation of Delaware Application April 2, 1934, Serial No. 718,540

22 Claims.

This invention relates to improvements in draft and bufiing gears especially adapted for use in connection with mine cars.

One object of the invention is to provide a simple and eflicient combined draft and bufling gear which may be economically manufactured.

Another object of the invention is to provide a gear of the character described in the preceding paragraph including yieldingly resisted draft and bufiing members and a pin for connecting the draft member to the usual coupling link, wherein the draft member is lever actuated and the pin is also used as the actuating lever means for the draft membenthu's reducing the number of parts required to form the complete mechanism and greatly simplifying the construction of the combined gear.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings, forming a part of this specification, Figure 1 is an end elevational view of a mine car, partly broken away, illustrating my improved combined draft and bufflng gear in connection therewith, the gear being shown partly in front elevation and partly invertical section. Figure 2 is a horizontal sectional view, corresponding substantially to the line 22 of Figure 1, showing the gear in part plan and part horizontal section. Figures 3 and 4are vertical sectional views, corresponding respectively to the lines 3--3 and 4-7-4 of Figure 1, Figure 3 showing a certain pin in side elevation. Figure 5 is a view similar to- Figure 3, but showing the combined gear detached from the car and illustrating the manner of assembling the parts of the gear. Figure 6 is a top plan view of the pin shown in Figure 3, illustrating the usual coupling link as applied to the pin, the link being also indicated, indotted lines,in another position to make clear the method of attaching the link to the pin. Figure '7 is a view similar to Figure 3, partly broken away, illustrating a different embodiment of the invention. Figure 8 is a top plan view of the pin and coupling member shown in Figure '7. Figure 9 is a View similar to Figure 3, illustrating still another embodiment of the invention. Figure 10 is a top plan View of the pin and coupling member shown in Figure 9.

Referring first to the embodiment of the invention illustrated in Figures 1 to 6 inclusive, Ill indicates the vertical end wall of a mine car, and I I-I l the floor sections at opposite sides of the car. The floor is depressed at the central portion of the car, thereby presenting a downwardly offset bottom wall section I2. The section I2 has upstanding flanges I3--I3 at opposite ends thereof which overlap depending flanges I I-l4 on the sections II--I I, the flanges I3-I3 and I l-I4 together forming side walls of the depressed portion of the floor. As shown in Figures 1, 2, 3, and 4, the end wall I is provided with an outwardly extending, horizontal bottom flange l which is spaced above the section I2 of the floor. As most clearly shown in Figures 3 and 4, the section I2 of the floor projects outwardly beyond the end wall III. A transversely extending channel member I6 is disposed between the projecting portion of the bottom wall I2 and the flange I5, said channel member being, in effect, an end sill. The channel member I6 has the web thereof disposed vertically and the top and bottom flanges projecting outwardly, as clearly shown in Figures 3 and 4. The flanges of the channel member I6 abut the flange I5 and the projecting portion of the bottom wall I2 of the floor, as shown in Figures 1, 3, and 4, and are secured thereto in any suitable manner, preferably by rivets, as shown. At the opposite ends the vertical web of the channel member I6 is provided with rearwardly extending flanges I'I I'I which overlap the flanges I3-l3 of the section In carrying out my invention, as shown in Figures 1 to 6 inclusive, I mount the parts of the gear between the flanges of the channel member I6,'as clearly indicated in the drawings. My improved combined-draft and buffing gear comprises broadly a buffing head A; a draft member B; combined supporting and guide brackets C-C; two cushioning springs DD; and a pivoted coupling pin E. I

The bufling head A is in the form of a hollow casting having spaced horizontal top and bottom walls I8I8, spaced vertical side walls I9-I9, and a transverse front wall 20. The front wall 2|] presents an outer curved bufling surface, as clearly shown in Figure 2.. The bottom wall I8 is provided with a central opening 2! adapted to accommodate the bottom end of the pin E. As clearly shown in Figures 3 and 4, the rear wall of said opening is provided with a curved bearing face 22 for a purpose hereinafter described. The top wall l8 of the bufling head A is provided with a central opening 23, which is somewhat longer than the opening 2 I, as clearly shown in Figures 4 and 5. The opening 23 is of such a length as to permit the necessary swinging movement of the pin E to actuate the draft member during the draft action of the gear.

Near the opposite ends, the front wall 20 of the bufling head A is provided with interior spring seats 24 having central bosses 25, which serve to center the springs. The bufiing head also has the top and bottom walls l8-I8 thereof provided with vertically alined openings 26-26, which serve to receive the retaining bolts by which the buffing head is connected to the end of the car.

The draft member B is in the form of a casting having a vertical transverse rear section 2! and a forwardly extending central yoke member 28 formed integral with said section 21. The section 21 has spring seats 29-29 at opposite sides thereof on which the inner ends of the springs DD are seated. As clearly shown in Figures 1 and 2, the springs D-D are two in number and are disposed at opposite sides of the yoke section 28 of the draft member B. The front ends of the springs D-D engage the spring seats 24-24 of the buffing head A and are held in centered position by the bosses 25-25, which engage within the coils of the springs. The yoke section 28 of the draft member B is closed at both ends, as shown in Figures 2, 3 and 5, and is of the vertical section shown in Figures 3 and 5. The rear end portion of the yoke section 28 is provided with top and bottom walls 30-30, as clearly shown in Figures 3 and 5, thereby providing top and bottom openings 3l-3l at the forward end thereof, which extend from one side wall to the other of the yoke. The transverse front end section of the yoke is thickened and has a rear face 32 of the vertical section shown in Figures 3 and 5 so as to provide the proper bearing surface for rocking engagement of the pin E therewith. The opposed side walls at the forward end of the yoke section 28 are provided with transversely aligned, interior, horizontal top and bottom ribs 33-34. As clearly shown in Figures 3 and 4, the ribs 33 are somewhat shorter than the ribs 34. As shown in Figures 2 and 3, the forward end of the yoke is normally spaced inwardly from the transverse front wall 20 of the buffing head A so as to permit of the necessary rearward movement of the buffing head during a buifing action of the gear. The inner end portion of the draft member B is arranged between the top and bottom flanges of the channel member I 6 and is thus supported by the channel member.

The combined guide and supporting brackets C-C are disposed at opposite sides of the mechanism and serve to support and guide the buffing head A. Each bracket C is of L-shaped form in plan, as clearly shown in Figure 2. Each bracket C has a forwardly projecting guide arm 35 which extends into the bufiing head A between the top and bottom walls I8-I8 thereof. The arm 35 is hollow, as shown in Figure 2, having spaced vertical side walls, top and bottom walls, and a curved front end wall. The top and bottom walls are provided with vertically aligned guide slots 36-36 adapted to accommodate the guide bolt 31 for longitudinal sliding movement. Two guide bolts 31-31 are employed, the same being disposed at opposite sides of the bufiing head A. Each guide bolt 31 extends through the aligned openings 26-26 of the buffing head and serves to hold the buffing head assembled with the other mechanism of the gear, secures the mechanism to the end of the car, and also limits the outward movement of the bufiing head. Each supporting bracket C has the arm 35 thereof provided with laterally outwardly extending top and bottom flanges at the rear end thereof by which the bracket is secured to the channel member l6. As shown in Figures 1 and 2, the flanges of the brackets C-C are preferably riveted to the top and bottom flanges of the channel member I6. As most clearly shown in Figure 1, the bolts 31-31 are headed at their upper ends and have their bottom ends threaded within the openings 25-26 of the bottom wall of the bulling head A.

The pivoted coupling pin E comprises a shank portion 38, which is headed at the upper end, as indicated at 39. The head 39 is of oblong shape, as clearly shown in Figures 1, 2, and 6. The pin E forms, in effect, a lever by which the draft member B is pulled outwardly during a draft action. The lower end of the pin is reduced in width, as clearly shown in Figures 3 and 5, thereby providing a shouldered portion 40 which engages the curved bearing face 22 of the bottom wall I8 of the buffing head A. The shoulder 40 is rounded so as to properly cooperate with the bearing face 22. As shown in Figures 3 and 5, there is a substantial clearance between the front edge of the lower end of the pin E and the front end wall of the opening 2| of the bottom wall of the buffing head A. Between the ends thereof, the shank 38 of the pin E is provided with laterally projecting aligned trunnions 4I-4l which engage between the ribs 33-34 and 33-34 of the yoke section 28 of the draft member B so that vertical displacement of the pin is prevented when the parts of the gear have been operatively assembled. The springs D-D normally hold the parts in the position shown in Figure 3, thereby forcing the front wall of the yoke against the forward side of the pin E and holding the pin against the rear walls of the openings 2| and 23 of the bottom and top walls Iii-I8 of the buffing head A. As clearly shown in Figures 2, 3, and 4, the normal position of the bufling head is such that the bolts 31-31 engage the front end walls of the slots 36-36 of the brackets C-C and that the inner end of the head is spaced from the outer ends of the top and bottom flanges of the channel member l6 and the front end edge of the bottom section l2 of the floor.

The usual coupling link for connecting one car to another is attached to the upper end of the pin E, such a link being shown in Figure 6 and indicated therein by 42. The head 39 of the pin E is of such a width that it will pass through the opening of the link 42 when the head is in longitudinal alignment with said opening. However, the head is of such a length, as shown in Figure 6, that it will overlap the side arms of the link when the link is arranged in the full line position, as shown in said figure. In applying the link to the pin, the link is placed in the dotted line position, shown in Figure 6, immediately above and in alignment with the head 39. The link is thus slipped over the head until it is disposed below the latter and is then turned to the full line position, shown in Figure 6.

The pin E is assembled with the other parts of the mechanism before the buifmg head A, yoke member B, and the parts cooperating therewith are attached to the end of the car. The manner of assembling the parts will be clear upon reference to Figure 5. With the springs in position between the buffing head A and the draft member B, and the buffing head telescoped over the front end of the draft member, the ,parts are'compressed so that the bufiing head occupies the position shown-in Figure 5, that is, with the front Wall of the head engaging the front end of the yoke section 28 of the draft member B. The pin E is then applied by inserting the same through the top opening 22 of the buffing head A. The relative position of the bufling head A and the draft member B is, at this time, such that the trunnions 4 I--4I of the pin E will clear the upper ribs 33-33 of the side walls of the bufiing head A, thereby permitting entrance of the trunnions lI-4I between the ribs 33-3 i and 33-34 when the pressure is removed from the buffing head, permitting the parts to assume the position shown in Figure 3. In Figure 5, the dotted line position of the pin E illustrates the manner of moving the trunnions 4 I --4I of the pin E past the ribs, 3333.

The operation of my improved draft and bufiing gear, as illustrated in. Figures 1 to 6 inclusive, is as follows: When the buffing head A is moved inwardly toward the car, the springs D--D are directly compressed against the rear section 2'! of the draft member B, the draft member, at this time, being held stationary by engagement with the vertical web of the channel member I6. Rearward movement of the bufiing head will be limited by engagement with the front end edges of the flanges of the brackets 0-0. When a pulling force is applied to the coupling link in draft, the upper end of the pin E, which in effect forms a lever, is moved outwardly away from the car, the lower end of the pin rocking on the bearing face 22 of the bottom Wall I8 of the bufl'ing head A. Inasmuch as the inward movement of the buffing head is resisted by the springs D--D, the lever action of the pin E will pull the yoke outwardly away from the end of the car, thereby compressing the springs D-D against the buiiing head. During this action the buffing head A is held against outward movement by the bolts 31-31 which are, at this time, in engagement with the front end walls of the slots of the brackets C-C. Outward movement of the draft member With respect to the buffing head A will be limited by engagement of the front face of the shank section 38 of the pin E with the front edge of the slot 23 of the bufiing head A. I

Referring next to the embodiment of the in- Vention illustrated in Figures 7 and 8, the structure of the buffing head, draft member, supporting brackets, and shock absorbing springs is substantially the same as that hereinbefore described in connection with Figures 1 to 6 inclusive. In. Figure 7, the buffing head is indicated by F and the draft member by G.. The opening in the bottom wall of the bufling head F is provided with a curved bearing face I22 on the rear wall thereof, in all respects similar to the bearing face 22, hereinbefore described. The structure of the coupling pin, as shown in- Figures 7 and 8, differs from the coupling pin. E. The coupling pin in Figure 7 is indicated by H and is of substantially cylindrical cross-section. The shank of the pin H is provided with trunnions I4 I-I4I at opposite sides thereof which are similar to the trunnions 4I-4I, hereinbefore described, and engage between ribs I33I3 l and I33I34 on the buffing head A to prevent vertical displacement of the pin and hold the parts assembled.

-At the bottom end, the shank of the pin H is provided with an annular groove I40 which engages the bearing face I22 so that the pin, in addition to rocking on said bearing face, may have swiveling movement thereon about the longitudinal axis of said pin. At the upper end, the pin H is provided with an eye member I5ll adapted to receive a' bolt I 5|, which serves to secure a clevis I52 thereto. The arms of the clevis are longitudinally slotted, as indicated at I53 I 53, to slidingly receive the bolt I5I, thereby permitting the necessary relative movement between. these parts. The clevis I52 takes place of the usual coupling link, such as the link 42 shown inFigure 6.

The operation of the embodiment of the invention illustrated in Figures 7 and 8 is identical with that of the device shown in Figures 1 to 6 inclusive, with the exception that rotary swiveling movement of the pin H about its longitudinal axis is provided and that the connecting coupling element or clevis I52'is swingable about a horizontal axis.

Referring next to the embodiment of the invention, illustrated in Figures 9 and 10, the structure of the device corresponds substantially to that shown in Figures 7 and 8, with the exception that the upper end of the structure of the lever acting coupling pin is somewhat modified and that a different form of connecting link is employed. In Figure 9 the buliing head F and the draft member G correspond exactly to the members F and G shown in Figure '7. The coupling pin is indicated by K in Figures 9 and 10 and has the shank thereof formed precisely like the shank of the pin H, the same being provided with the annular groove I46 at the lower end engaging the bearing shoulder I22 on the inner end wall of the opening in the bottom of the buffing head F, and

trunnions I4II=II cooperating with ribs I33- I3s and l33-'I3 l at opposite sides of the yoke section of the draft member G. At the upper end, the pin K is provided with an eye member I60 having the opening thereof rearwardly tapered, as clearly shown in Figure 9. The connecting link element, as shown in Figures 9 and 10, has an elongated eye portion IEI and a cylindrical shank I 62 extending from said eye portion. The shank I62 extends through the opening of the eye I69 and is headed at the outer end, as indicated at I63. The engaging portiorfs of. the head I63 and the eye portion I68 of the pin K are rounded so as to provide the proper swiveling action to permit angling of the connecting link member upward and downward with respect to the pin K. As will be evident, the pin K has swiveling action about its vertical axis on the bearing face I 22 in a manner similar to the swiveling action of the pin I-I, described in connection with Figures 7 and 8.

I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto. 7

I claim:

1. In a combined draft and buffing gear for cars, the combination with a buffing head movable inwardly .toward the end of the car; of an outwardly movable draft member; yielding means opposing relative movement of the buffing head and draft member; and lever means fulcrumed at its lower end on the buffing head, said lever means being operatively connected to the draft member for actuating the same.

2. In a combined draft and buffing gear for cars, the combination with a support; of a bufiing head slidingly mounted on said support; a yoke slidingly mounted on said support, said head and yoke being relatively movable toward and away from each other; means yieldingly resisting relative approach of said head and yoke; and an upright lever actuated in draft, said lever being pivoted to swing about its lower end and having the mid-section thereof engaging the yoke to pull the same outwardly when the upper end of the lever is pulled outwardly away from the car in draft.

3. In a combined draft and buffing gear for cars, the combination with a buffing head movable inwardly toward the end of the car; of a yoke movable outwardly away from the end of the car; means yieldingly opposing relative movement of the head and yoke; and a lever having means at the upper end for connecting the same to a coupling link, said lever being pivoted at the lower end on the buffing head, and having bearing between its ends on the yoke.

4. In a combined draft and buffing gear for cars, the combination with a buffing head movable inwardly toward the end of the car, said head having a forwardly facing bearing shoulder thereon; of a yoke movable outwardly away from the end of the car, said yoke having a rearwardly facing bearing face thereon; means yieldingly resisting relative approach of the head and yoke; and a lever having means at its upper end for connecting the same to a coupling element, the forward side of said lever below said connecting means having bearing engagement with the rear wardly facing bearing face of the yoke, and the rear side of said lever, below said point of hearing engagement with the yoke, bearing on the forwardly facing shoulder of said head.

5. In a combined draft and buffing gear for mine cars, the combination with a buffing head at the end of the car, supported for movement inwardly toward said end of the car; of a shock absorbing device opposing inward movement of said head; a sliding'yoke means for compressing said shock absorbing device against the buffing head in draft; and a lever having engagement with the yoke for pulling said yoke outwardly away from the end of the car, said lever having means at one end thereof for connecting the same to a coupling element.

6. In combined draft and buffing gear for mine cars, the combination with a buffing head at the end of the car, supported for movement inwardly toward said end of the car; of a shock absorbing device opposing inward movement of said head; a sliding yoke means for compressing said shock absorbing device against the buffing head in draft; and a lever for pulling said yoke outwardly away from the end of the car, said lever being pivoted at one end to swing outwardly away from the end of the car and having the other end formed to receive a coupling link, said lever having the mid-section thereof in engagement with the yoke to actuate the latter in draft.

7. In a combined draft and buffing gear for cars, the combination with a supporting structure fixed to the end of the car; of a buffing head slidingly carried by said supporting structure; shock absorbing means opposing inward movement of the bufiing head; a lever bar having one end thereof provided with means for coupling the same to a. coupling element of an adjacent car; and a yoke into which the lever extends, said yoke being actuated by said lever in draft, said yoke having a rear follower section engaging the rear end of said shock absorbing means to compress the same against the buffing head in draft.

8. In a combined draft and buffing gear for cars, the combination with a yoke member movable away from the end of the car in draft; of a shock absorbing means actuated by said yoke in draft; a bufiing head movable inwardly toward the end of the car in buff and bearing on the outer end of said shock absorbing means; a vertical lever for actuating said yoke in draft, said lever having means at the upper end thereof for detachably receiving a coupling link; and cooperating guide means on the yoke and lever for holding said lever against vertical displacement with respect to the yoke and buffing head when the parts are assembled.

9. In a combined draft and buffing gear for cars, the combination with a buffing head movable inwardly toward the car; of a draft member movable outwardly away from the car; shock absorbing means opposing relative approach of said head and member; and a pivoted lever for actuating said draft member to pull the same outwardly in draft, said lever being svviveled for rotary movement about its longitudinal axis and having means at one end thereof for detachably connecting the same to a coupling element.

10. In a combined draft and buifing gear for cars, the combination with a buffing head movable inwardly toward the end of the car, said head having a forwardly facing bearing shoulder thereon; of a yoke movable outwardly away from the end of the car, said yoke having a rearwardly facing bearing face thereon; yielding means resisting relative approach of the head and yoke; and a lever having swiveling movement on said shoulder about the longitudinal axis of said lever, and also having rocking movement on said shoulder, said lever at another point bearing on said bearing face of the yoke, and at still another point having means thereon for attachment of a coupling element for connecting the lever to an adjacent car.

11. In a combined draft and buffing gear for cars, the combination with a buffing head movable inwardly toward the end of the car; of a draft member movable away from the end of the car; means yieldingly opposing relative movement of said head and member toward each other; a pin having a head at one end and pivoted at the opposite end on said bufiing head, said pin having pulling engagement with the draft member, the head of said pin being elongated, said head being of a length greater and a width less than the opening between the side members of the usual coupling link.

12. In a combined draft and buffing gear for cars, the combination with a bufiing head movable inwardly toward the end of the car; of shock absorbing means opposing inward movement of said head; a draft member bearing on the inner end of said shock absorbing means for compressing the same against the buffing head in draft, said draft member including a yoke section having a closed front end portion; and a pivoted pin having a head at the upper end adapted to engage over the usual coupling link, said pin being pivoted at the lower end and bearing between its ends on the inner side of said closed front end section of the yoke.

13. In a combined draft and buffer gear for cars, the combination with a buffing head movable inwardly toward the end of the car in buff; of an outwardly movable draft member having a vertical opening therethrough; yielding means compressible between said bufling head and draft member opposing relative movement thereof; and

an upright lever arm extending through said opening, said lever being pivoted at its lower end and having engagement, above the pivot thereof, with a wall of said opening of the draft member to pull the latter away from the end of the car.

14. In a combined draft and buffer gear for cars, the combination with a bufling head movable inwardly toward the end of the car; of a draft member movable outwardly away from the end of the car, said draft member having a transverse front wall and a vertical opening in back of said wall; yielding means opposing relative movement of said head and member; and an upright lever fulcrumed at its lower end and swingable outwardly away from the end of the car in draft, said lever extending through the opening of said draft member and having engagement with said front wall to pull the draft member outwardly in draft.

15. In a combined draft and buffer gear for cars, the combination with a buffing head; of a sliding draft member having a pin-receiving opening; means yieldingly opposing relative approach of said head and member; a pin loosely extending through said opening of the draft member and having engagement with a wall portion of said opening for actuating said draft member,

said pin being pivoted at one end for swinging movement with respect to the draft member; and means at the upper end of said pin adapted to receive a coupling connection.

16. In a combined draft and buffer gear for cars, the combination with a bufling head movable inwardly toward the end of the car; of a draft member movable outwardly away from the end of the car, said draft member having a vertical opening therethrough; means yieldingly opposing relative approach of said head and member; an upright pin extending through said opening of the draft member and having rocking engagement with a wall of said opening, said pin being pivoted at a point below said draft member for swinging movement with respect to said member; and a draft link swiveled to the upper end of said pin for swinging said pin on its pivot outwardly against said wall of the opening of the draft member to move the latter outwardly away from the end of the car.

17. In a combined draft and buffing gear for cars, the combination with a movable buffing head on the end of the car; of an elongated bar fulcrumed on one of its longitudinal side faces on said car for pivotal movement; a coupling link directly attached to and engaged with said bar to swing said bar on its pivot outwardly away from the end of thecar when a pulling force is applied to said link; and cushioning means engaged by the opposite longitudinal side face of said bar yieldingly opposing movement of said bufiing head and swinging movement of said bar.

18. In a draft device for a car, the combination with a pin pivotally supported on one of its longitudinal side faces at one end of said car; of a coupling link directly connected to and engaged with said pin for swinging said pin away from the end of the car when a pulling force is applied to said pin; cushioning means; and movable means engaged by the opposite longitudinal side face of said pin during swinging movement thereof about its pivot for "transmitting draft shocks to said cushioning means.

19. In a combined draft and buffing gear for cars, the combination with an inwardly movable buffing head on the end of the car; a sliding draft member on said end of the year; an abutment Wall on said car against which the draft member bears to limit inward movement thereof; spring means interposed between said bufiing head and draft member and opposing relative movement thereof; a pin swing'ingly mounted on the end of the car and engaging the draft member; and a coupling link directly connected to one end of said pin for swinging the same outwardly in draft to actuate said draft member.

20. In a combined draft and buffing gear for cars, the combination with a bufling head bodily movable inwardly toward the end of the car, said buffing head being held against outward movement in draft; of a draft element movable outwardly with respect to the buffing head and overlapping the latter; yielding means engaged respectively by said buffing head and draft element and yieldingly opposing inward movement of said buifing head and outward movement of the draft element; a coupling pin pivoted for swinging movement, said pin extending through the overlapped portions of said buffing head and draft element and having rocking engagement with the draft element to pull the same outwardly in draft; and a coupling link directly connected to and engaged with one end of said pin for swinging said end of the pin away from the end of the car when a pulling force is applied to said link.

21. In a combined draft and buifing gear for cars, the combination with an outwardly movable draft member at the end of the car; of an inwardly'movable buffing head telescoped over said draft member; means for limiting outward movement of said buffing head; means interposed between said bufiing head and draft member yieldingly opposing relative movement thereof; a coupling pin extending through said buffing head and draft member, said pin being pivoted for swinging movement and engaging said draft member to actuate the latter; and a coupling link attached to and engaged over one end of said pin for swinging said end of the pin outwardly away from the end of the car when a pulling action is applied to said link, thereby forcing said draft member outwardly against said yielding means. 7

22. In a combined draft and buffing gear for cars, the combination with yielding means carried by the car for cushioning shocks; of means for transmitting shocks to said first named means including a buffing head, draft member, and a rocking coupling pin, said draft member and bufling head being telescopically engaged with each other for relative longitudinal sliding move,- ment, and said coupling pin extending through the telescoped' portions of said member and head and bearing on said member to actuate the latter; and a coupling link directly attached to and engaged with said pin to swing the latter on its pivot when a pulling force is applied to said link.

JOHN H. LINK. 

